Internal-combustion engine.



C! L. STOELTZLEN.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED MAY 29. 1915. 1 ,230,536. Patented June 19, 1917.#SHEETS-SHEET 1.

46a 4 \J E 5 a 20 '/6 62 l GI 59 l ,0 Fig. l. 72 r 66 i so 77 7a 76 79 VL 7' V 44' I v wmuzssss: 7 I v gigggum 15v j/ 5M ATTORNEY 0. L.STOELTZLEN.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED MAY 29, 1915.

1,230,536. Patented June 19, 1917.

4 SHEETS -SHEET 2.

IIIIIII INVENTOR ATTORNEY C. L. STOELTZLEN.

INTERNAL COMBUSTION ENGINE. APPLICATION FILED MAY 29. 1915.

1,330,530 Patented June 19, 1917.

4 SHEETS-SHEET 3- /II//IIIIIIII/III(I/[ I AINVENNORU fim/lmg BY zfj 08771/.

ATTORNEY C. L. STOELTZLEN.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED MAY 29, 1915.

1,230,536. I Patented June 19, 1917.

4 $HEETS-SHEET 4- Fig.8. 35

WITNESSES: INVENTOR '3 VZ KLW/ ATTORNEY CHARLES L. ,STOELTZLE1T, 0FERIE, PENNSYLVANIA.

INTERNAL GOMB'USTION ENGINE.

Specification of Letters Patent.

Patented June 19, 191 '7.

Applieation filed May 29, 1915. Serial No. 31,098.

To all whom it may concern:

Be it known that I, CHARLES L. STOELTZ- LEN, a citizen of the UnitedStates, residing atErie, in the county of Erie and State ofPennsylvania, have invented new and useful Improvements inInternal-Combustion Engines, of which the following is aspecificat-ion.

This invention relates to internal combustion engines, and consists incertain improvements in the construction thereof as will be hereinafterfully described and pointed out in the claims.

In some types of internal combustion engines it is desirable to injectthe fuel into the cylinder with the fluid in the cylinder under highcompression. This injection of fuel against this high pressure. has somedifficulties. vention is to obviate this difficulty. The invention isalso directed to a convenient control for such engines. Other objects ofthe invention as Well as the details of construction for carryingthemout will appear from the specification and claims.

The invention is illustrated in the accompanying drawings as followsFigure 1 shows a side elevation of the engine.

Fig. 2 a front elevation.

Fig. 3 a section through the controlling box or case.

Fig. 4 a side elevation of the bypass controlling cam.

Fig. 5 a section through the fuel pump.

Fig.- 6 a central section through the englne.

Fig. 7 a section of from the cylinder.

Fig. 8 a central section through the engine at right angles to thesection shown in Fi 6.

l marks the engine base, 2 the crank case, 3 the cylinder, 4 the piston,4 the connecting rod, 4* the crank, 4 the crank shaft, the crank shaftbeing journaled in bearings in the base, 5 the air inlet valves leadingto the crank case, 6 the ports through the piston leading to the bypass7, 8 the port leadthe air valve leading ing from the bypass to thecylinder, 9 the exhaust port and 10 the exhaust passage. All thesepartsare of common construction, the engine as shown being of the two cycletype. t will be understood, however, that One of the objects of the inmy invention is adapted to engines of different construction and havinga difierent cycle of operation.

The cylinder is water jacketed having the water jacket 12. Water isdelivered to the water jacket through the pipe 13, the circulation beingaffected by means of the pump 14, the pipe 15 leading from source ofsupply to the pump. Water is delivered through the water jacket by thepipe 16..

The pump 14 is driven by a gear 14*, the gear 14 being driven by a gear4 on the crank shaft 4.

- Arranged in the top of the cylinder is a cylindrical chamber 17 inwhich is arranged a rotating carrier 18. The carrier 18 has a pocket 19which in the operation of the engine is'closed off from the cylinder asclearly shown in Fig. 6, brought into communication with the fuelinjector, receives a charge of fuel/1s again brought intoconnection-"with the cylinder, discharges this fuel and remains incommunication with the cylinder until'the discharge of the spent gasesfrom the cylinder and is then again brought into communication with theinjector and the operation repeated. The carrier 18 has a shaft 20extending through the Walls of the cylinder. A gear 21 is arranged onthe end of this shaft and meshes a gear 22 mounted on the upright shaft23. The gear 22 has a dwell 22* which in the operation of the gear givesthe carrier 18 a dwell or pause with the pocket 19 in communication withthe cylinder so that the pocketis maintained in communication with thecylinder long enough to permit the discharge of the-spent gases. Itw'ill be under- I the pocket 19 or chamber 17. The valve is arranged ina case 25 forming a chamber 27 surrounding the valve stem 28. The valvestem has a shoulder 29 on which is arranged a spring 30. The"spring'operates against a nut 32 carried. by the frame 31 extending fromthe "valve case. The valve case is secured at the top of the enginecylinder and is preferably a separateunit asshown. I V

In order to operate the fuel injector T prefer to use air-so that thefuel which. is deposited in the chamber 27 is delivered by air pressurewhen the fuel valve is opened. This is desirable because the air spraysthe fuel more or less. Toobtain this air pressure I utilize the airunder pressure from the cylinder itself. I am able to do this becausethe pressure in the pocket 19 is less than the compression in thecylinder so that this pressure which is developed in the cylinder issuiiicient to deliver the fuel. An air valve 33 is arranged in the valvecase 34. Thevalve case is placed in a pocket 35 in the end of thecylinder. The stem 36 of the valve is provided with a shoulder38 againstwhich the spring 37 operates to maintain the valve normally in a closedposition. The case 34 communicateswith a pipe 39. The pipe 39 leads to acoil 40 arranged in a cooling chamber 41. The coil leads to a pipe 42and the pipe 42 to the chamber 27 of the fuel valve case. By properlytiming the air valve 33 it isopened to permit the passage of air fromthe cylinder to the pipe 39 and thence to the coil when the cylinder hasits highest pressure. Thus there is a supply of air stored in the coilready for use in the fuel injector with a pressure approximating thehighest pressure of air maintained in the cylinder. Water is supplied tothe cooling chamber 41 through a pipe 43 leadin from the water jacketand is discharged y way of the pipe 44 (see Fig. 8). A cam shaft 45 ismounted on a bearing post 46 extending from the engine and the case 46mounted on the engine. The cam shaft is provided with the gear 47 andthis is driven by a gear 47 on the shaft 23. A cam 48 is fixed on theshaft 45;. 'A roller 49 is when the engine is in operation in the pathof the cam 48. The roller 49 is carried by one arm 50 of the bell cranklever, the bell crank lever being journaled on an cecentric 52 fixed onthe shaft 53 which .is mounted on bearin posts 53 The other arm. 51 ofthe be crank lever 0 rates against the shoulder 29 on the fue valve stem28. The cam is so timed as to open the fuel valve at proper intervals todeliver fuel to the pocket 19 when the pocket 19 is in registerwith thefuel opening. The cam 54 is fixed on the cam shaft 45. A roller 55" isin the path of the cam 54 and is carried by one arm 56 of-a bell cranklever, the opposite arm 57 operating on the end of the valve stem 36 ofthe air valve. The bell crank lever having the arms 56 and 57 isjournaled on the shaft 53. f

The fuel pump 58 has the fuel chamber 58 with an inlet 59 and; overflow66. The

nasti ess pump plunger 60 is operated by a connecting rod 60 extendingupwardly to an cecentric 60 on the cam shaft 45. The pluner operates ina sleeve 60 and forces the e1 through the discharge passage 60controlled by a check 60. The discharge passage leads to a pipe 60 Thesleeve 60 is controlled by a rock arm 60 carried by a shaft 60. Theshaft 60 extends to without the walls of the pump chamber and a rockshaft 61 is fixed on the outer end of the shaft 60K The. rock shaft isconnected by a link 62 with a controlling lever 63 extending from thegovernor 64. It will be readily observed that as the sleeve 60 is movedthrough the action of the governor a greater or less amount of fuel isdelivered. This particular form of pump forms no part of this invention.

The pipe 60 leads to a bypass chamber 65 in the body 66 of thecontroller. The bypass chamber 65 leads to a discharge passage 67controlled by. a check valve 68. The discharge passage 67 is connectedwith a pipe 69 leading to the valve case 25. The bypass passage 70 leadsfrom the chamber 65. This passage is-controlled by a valve 71. Thepassage 7 O is connectedwith a pipe 72 lead ing to the pump chamber 58.It will be readily observed that when the valve 71 is open, the fueldelivered by the pump issimply returned. to the jump chamber b way ofthe bypass. This is a common expedient in relieving such pumps.

A controlling shaft 73 is journaled in the bearings 74 inthe controllercase 75. It is provided with the handle 7 6, the handle being designedto operate over a segment 77 having the notches 78, 7 9 and 80 adaptedto .lock the handle in starting position at 78,

neutral at 7 9 and in running position at 80. A rock arm 81 is fixed 0nthe end of the controlling shaft 73 and is connected byfa link 82 with arock arm 83 fixed on the shaft 53. When, therefore, the controllingshaft 73 is rocked, the eccentric 52 on which the bell crank leverhaving the arms 50 and 51 is journaled is rocked, thus throwing thelever into and out of osition to "be oper-. ated by the cam 48. ft will,therefore, be seen that when the eccentric is thrown so as to move theroller 49 ont of the pathof the cam 54 the movement of the cam. does notaffect the opening of the fuel valve. This is desirable as the engine isstarted to prevent any tendency to flood.

An electric starting motor 84 is mounted on the base. It drives a gear85 which -meshes with a gear 86 in the fly wheel 87 lating block 92mounted on the shaft 73. The switch is so arranged that when the handleor lever 76 is brought to the notch 78 the switch is closed and themotor is started to start the engine.

A cam 93 is fixed on the shaft 73 and the lifting surface of the cam isadapted to' be turned over or should continue to run under its momentum.

The general operation of the engine is as follows :In startlng theengine, the controlling mechanism is thrown to starting po-' sition,thus throwing in the switch and turning current into the starting motor.This same movement of the controlling shaft throws the eccentric 52 andthus the lever controlling the fuelvalve out of operative position. Thesame movement of the con-,

trolling shaft also brings the cam 93 so as to lift the valve 71 andpermit the bypass of the fuel during the starting movement. After theengine is started with the starter, the lever is swung to runningposition. This brings the cam 93 so as to ermit the closing of the valve71 and thus riving the fuel to the fuel, valve. The same movement of thecontrolling shaft swings the eccentric 52' so as to bring the rock leverinto operative position with the cam 54. The-air compressed by thecylinder passing by the air valve 33 and the coil 40 is communicated tothe fuel valve case 25 so that when the fuel valve is opened fuel isinjected or sprayed into the pocket 19 in the carrier 18. Ordinarilythere is no pause in the movement of the carrier 18. As the pocket movesby the injector the interval during which the pocket is connected withthe fuel injector is suflicient to complete the fuel injection. Thepressure in this pocket will be at minimum so that the injection of fuelis not opposed. As the carrier rotates the piston IlSBS compressing acharge in the upper end of the cylinder and when the compression iscomplete the pocket will have reached the cylinder and the fuel isdelivered to the cylinder. The charge is then ignited in the usualmanner. The pocket 19 is retained in communication with the cylinderuntilx the burnt gases are-discharged so as to prevent the carryin ofthe burnt gases under pressure into the c amber A 17 so as to opposethedelivery of fuel and also so as to dilute thesucceding charge. Witheach compression movement of the pistonwhen the air in the cylinderreaches its highest .pressure the air valve '33 is opened delivering asuflicient amount of'air to the coil to maintain a supply of air toaffect the injection of fuel.

' What I claim as new is j 1. In an internal combustion engine,thecombination of a cylinder; a fuel injector spraying the fuel in air andforming a fuel mixture with the air; a fuel mixture carrier;

and'means actuating the carrier to close it to the cylinder and open itto the injector to receive the fuel. mixture and to deliver the fuelmixture to the cylinder.

- 2. In an internal'combustion engine, the combination of a cylinder; afuel injector spraying the fuel in air and forming a fuel mixture withthe air; a fuel mixture carrier; and means actuating the; carrier toclose it to the cylinder and open it to the injector to receive the fuelmixture and to close the carrier to the fuel mixture injector anddeliver the fuel to the cylinder.

3. In an internal combustion engine, the I combination of a cylinder; 'afuel injector spraying the fuel in air and forming a fuel mixture withthe air; a rotary fuel mixture carrier having a pocket therein; andmeans for rotating the carrier to bring the pocket into and out ofcommunication with the cylinder and the fuel mixture injector to receivea charge of fuel from the injector while closed to the cylinderand todeliverthe charge to the cylinder.

4. In an internal combustion engine, the combination of a cylinder; afuelinjector spraying the fuel in air and forming a fuel mixture withthe'air; a rotary fuel mlxture carrier having a pocket therein; andmeans for rotating the carrier to bring the pocket into and out ofcommunication with the cylinder and the fuel mixture injector to receivea charge of fuel from the injector wh1le closed to the cylinder and todeliver the charge to the cylinder while closed to the 1n-- 1 j ector."

5. In an internal combustion engine, the combination of a cylinder; apiston operating in the cylinder and compressing the am therein; a fuelinjector spraymg the fuel 1n air and forming a fuel mixture with thealr; a fuel mixture carrier; and means for actuating the carrier toclose it to the cylinder andopen it to the injector to recelve the fuelmixture and to deliver the fuel mixture to the cylinder, thecarrierbeing timed to receive the fuel with air from the/cylinder underpressure 6. In an internal combustion engine, the combination of acylinder; a fuel njector; a fuel carrier; and means for actuatlng thecarrier to close it to the cylinder and open it to the injector toreceive the fuel and to bring the carrier into communication with thecylinder to deliver the fuel, said means being timed to maintain thecommunication with the cylinder until the exhaust of the burnt gases.

7. in an internal combustion engine, the combination of a cylinder; apiston in the cylinder compressing the air therein; an air feed fuelinjector; means for conveying air from the cylinder to the injectorspraying the fuel in air and forming a fuel mixture with the air; a fuelmixture carrier; and means for actuating the carrier to close it to thecylinder and to open it to the injector to receive fuel mixture and todeliver the fuel mixture so received to the cylinder.

8. In an internal combustion engine, the combination of a cylinder; apiston in the cylinder compressing the air therein; an air feed fuelinjector; means for conveying air from the cylinder to the injectorspraying the fuel in air and forming afuel mixture with the air; a fuelmixture carrier; and means for actuating the carrier to close it 'to thecylinder and to open it to the injector to receive fuel mixture and todeliver the fuel mixture so received to the cylinder while closed to theinjector.

9. In an internalrombustion engine, the

combination of a cylinder; a piston in the cylinder compressing the airtherein; an air feed fuel injector; means for conveying air from thecylinder to the injector spraying the fuel in air and forming a fuelmixture with the air; a fuel mixture carrier; and means for actuatingthe carrier to close it to the cylinder and to open it to the injectorto receive fuel mixture and to deliver the fuel mixture so received tothe cylinder while the air in the cylinder is under compression.

10. In an internal combustion engine, the combination of a cylinderhaving-a cylinnaadeee drical chamber in its head; a rotary carrierarranged in the chamber having a fuel pocket therein; a fuel injectordelivering fuel to the pocket in the carrier; a receptacle for receivingair from the cylinder; means for conveying air from the receptacle tothe fuel injector spraying the fuel in air and forming a fuel mixturewith the air; and means for driving the carrier to carry the pocket intoand out of communication with the cylinder and the fuel injector toreceive a charge of fuel mixture while closed against the cylinder andto deliever the charge to the cylinder while closed against the fuelinjector.

11. In an internal combustion engine, the combination of a cylinderhaving a cylindrical chamber in its head; a rotary carrier arranged inthe chamber having a fuel pocket therein; afuel injector delivering fuelto the pocket in the carrier; a receptacle for receiving air for thecylinder; means for conveying air from the receptacle to the fuelinjector; and means for driving the carrier to carry the pocket into andout of communication with the cylinder and the fuel injector to receivea charge of fuel while closed against the cylinder and to deliver thecharge to the cylinder while closed against the fuel injector, saidmeans for driving the carrier having a dwell giving a pause to the ocketto maintain it in communication. with the cylinder until the exhaust ofburnt gases.

In testimony whereof I have hereunto set my hand iii-the presence of twosubscribing w1tnesses.

, 2'; LES L. STOELTZLEN. Witnesses:

. M. amen,

1D); lid. avenue.

